Steering device for small watercraft



Dec. 8, 1959 A. c. BAUER STEERING DEVICE FOR SMALL WATERCRAFT Filed Nov. 1, 1956 w p-4m 2,916,008 Ice Patented Dec. 8, 1959 STEERING DEVICE FOR SMALL WATERCRAFT Armand C. Bauer, St. Marys Point, Minn., assignor of one-half to Stanley G. De La Hunt, Dellwood, and one-half to Thomas J. Lyons, White Bear Lake, Minn.

Application November 1, 1956, Serial No. 619,704

Claims. (Cl. 115-18) The present invention relates to the directional control of watercraft powered by outboard motor units. More particularly it concerns novel means for selectively pivoting outboard motor units with respect to the craft on which said units are mounted and to devices employed in such means. This application is a continuation-impart of my copending application Serial Number 492,639, filed March 7, 1955, now abandoned.

Small watercraft are generally powered and directionally controlled through pivotally mounted outboard motor units which are pendantly attached from the stems or transoms of the craft. When a craft so powered is in operation, the course thereof is altered by pivoting the motor unit whereupon the propelling thrust is exerted laterally of the direction of travel causing the craft to change direction.

The pivoting of the motor unit may be accomplished in either of two general ways. In one, the operator is positioned in the stern of the craft near the motor unit and pivots it manually. In the second, the operator is remotely positioned from the unit and the pivoting is accomplished through a steering apparatus. It is the latter to which the present invention is directed.

Heretofore, remote control steering apparatus for small outboard motor unit powered watercraft have been composed of permanently installed mechanical systems where the forces applied to pivot the motor unit have been supplied by the remotely positioned operator himself and transmitted through the system. In one such system a steering wheel is cooperatively connected with the motor unit through a complicated arrangement of flexible cables and pulleys. In others, the cables and pulleys are partially or entirely replaced by hydraulic apparatus. These prior art systems are disadvantageous in that the position of the steering wheel is relatively permanent once the apparatus is installed. To alter the position requires readjustment of the mechanical connections to the motor unit. Delicate adjustments upon installation are necessary to insure that such systems will operate properly and safely. Further, moving parts are often exposed within the craft, and these may catch and injure the hands and feet or tear the clothing of occupants, or may jam the steering mechanism, thus pen'ling the craft.

Therefore, an object of the present invention is to provide novel systems for directionally controlling watercraft powered by outboard motor units.

Another object of my novel invention is to provide remotely operated steering assemblies for outboard motor unit powered watercraft in which permanently mounted connections between the motor unit and the steering station are unnecessary.

A still further object of my invention is to provide a novel remotely directionally controlled outboard motor unit powered watercraft wherein the forces for pivoting the motor units with respect to the watercraft are not mechanically supplied.

A further object of the present invention is to provide a steering assembly for outboard motor unit powered watercraft wherein the manually operated steering station may be moved from one position in the craft to any other substantially at will.

Another object is to provide a simply installed, inexpensive, easily removable, remotely manually actuated steering means for outboard motor unit powered watercraft.

In accordance with the present invention whereby these and other objects and advantages are accomplished, the outboard motor unit is caused to pivot, and the direction of the craft to which it is pendantly mounted .is thereby altered, by utilizing forces developed through the operation of the motor unit itself and suitably controlling the application of such forces, preferably from a movable position remotely situated from the motor unit. Provided in my steering assembly is an outboard motor unit which is retained on a pivot for steering by a bracket which in turn is adapted to be secured to a watercraft. The bracket includes a support member. The motor unit provides a differential fluid-pressure supply. Fluid-pressure operable motor means are positioned between andconnected to each of the motor unit and the aforesaid support member, whereby when properly supplied with fluid-pressure differentials the motor means exert reversible turning forces against the motor unit. Conduits connect the motor means with the differential fluid-pressure supply. Manually controlled actuating means, generally a combination of valves and valve-controlling switch means, control the operation of the motor means. The foregoing will be more readily appreciated and understood from the following description when taken in connection with the accompanying drawings, in which:

Figure l is a side elevational view of the rear portion of a small craft to which is pendantly mounted an out board motor unit showing one modification of an outboard motor unit pivoting assembly;

Figure 2 is a top plan view of the apparatus of Figure 1 and including a schematic representation of an electrically operated control system;

Figure 3 is a cross sectional view of one of the electrically operated valves 31 employed in the apparatus shown in Figure 2; i

Figure 4 is a partial top plan view of a boat and modified steering assembly therefor; and

Figure 5 is a representation, largely in cross-section, of an alternative means for manually actuating the motor unit pivoting means of the present invention.

Referring now to'the drawings, wherein like characters of reference denote corresponding parts in the several views, an outboard motor unit 10 is pendantly attached to the rear portion or transom 11 of small watercraft 12 through the intermediation of a bracket 13 which supports or retains the motor unit 10 on a normally vertical pivot 14 (i.e., when the motor unit is in operating position) for steering and on a normally horizontal pivot 15 for tilting when not in use. The bracket 13 is secured to the transom 11 of the boat 12 by clamping members .16 adapted for suchpurpose. v v

A pair of single acting cylinders 17 and 17a are attached, for example, by ball and socket joints 18 and 180, so as to be movable in all directions at the closed ends thereof, to an elongate relatively flat rigid support member 19 which is carried by the bracket 13 so as to be centrally horizontally positioned against the transom 11. Of course the cylinders can aswell be appropriately affixed to the transom 11. Pistons 20 and 20a, slidably positioned within the cylinders 17 and 17a, respectively, while maintaining a fluid-tight seal therein are connected to piston rods 21 and 2111, respectively. The latter extend outwardly from the outward free end of the cylinders 17 and 17a and are connected, so as to be movable in all directions, e.g., by ball and socket joints 22 and 22a, to a rigid flat bar 23. Said bar is centrally atlixed fastened, to. the coil: and; the end of housing '40.

to the rear side of the shaft housing 24 of the outboard H motor unit at approximately the same height as the support member 19 and in approximate horizontal position. Thus, the cylinders 17 and 17a and piston rods 21 1ancl 21a extending therefrom are in approximate horizontal position when "the motor unit 10 is ,in normal operating position, i,e., with the housing extending downwardly. I r V Difierent-ial fluid-pressure is made available through the operation of the outboard motor unit 10, and in this instance is the negative fluid-pressure, i.e., partial vacuum, available from the shaft housing 24 of an outboard motor unit of the type having an exhaust outlet 25 situated below the water surface -26'and an efficiently opcrating exhaust system wherein apartial vacuum generally obtains in the expansion-chamberof the system during normal operation ofthe engine.- Reference is made to motor units of this type, and modes by which the negative fluid-pressure supplyican-be utilized are disclosed in United States Patent No. 2,627,-242, granted to Kickhaefer on February 3; 19 53. However, this patent makes no disclosure tothe useof difierent-ial fluid-pressure for thenpurposes of the present invention and does not disclose. the novel combinations hereof. Substantial partial vacuums are available from motor units of the type disclosed in said Patent No; 2627242. 7

Negative pressurized :fiuid is directed from the supply, by means of conduit 30, into divergent conduitswhich terminate at the intake, ports "of electrically actuated valves 31 and 31a. Conduits 32 and 32a 'connect'the outlet .ports of valves 31 and 31a, respectively,-with the enclosed chambers of the cylinders 17 and 17a.

The electrically operatedvalves 31 and 31a, as best seen in Figurei, are composed of a cylindrical housing 40 having a dual-position valve inone end and solenoid operated valve actuating device in theother. Contained in the valveisa barrel .41 having an axially positioned bore, which forms'an exhaust port 42 at the outward end thereof, and a diametral bore, the latter forming an outlet port 43 and an intake portl44 at the ends thereof. A piston 45 which .slidably operates within the axial bore of the barrel 41 has a bevelled end face 46 and a diametral bore 47 of equal diameter with -thediametral. bore of the barrel. When the piston 45 is in .normal position within the barrel 41, the bevelled end face 46 permits communication between the exhaust port 42 and the outlet port 43 while preventing the intake port 44 .from communicating with the other ports. :When the piston 45 is in the advanced or actuated position .(shown by the dotted line), the bore 47 thereof is in register with the diametral bore of the barrel 41 and permits the intake port 44to communicate with the outlet port 43 while preventingthe'exhaust port42 tromcommunicating with either of the otherports. Each. of the .three ports is tapped for screw threads so as to permit a .short length of threaded tubing to be screwed-therein on which are fastened .the respective fluid-pressure conduits.

non-ferrous (non-magnetic) extension member .48 is fastened on the inner end of the'valve piston 45. At

the opposite end of the extension member 48 is aflixed a soft'iron core member 49. The extension member48 is of such a length that when piston .45 is in the advanced or actuated position, the core member 49 is in equilibrium position with respect to a magnetiefieldgenerated by an energized cylindrically'woundelectrical coil 50- which is positioned in the other end of [the housing 40 from the valve. -T he terminals of the ,coil 50 are con- 'nected to atpair oi, exterior terininalsgSl and 52 positioned in "an insulatingend cover- 53, the latterbeing 'S.l fstop 5,4 is rigidlyaflixedjto thejextension 111631? berdfi ata position such that the stop member bears aga nst the inner end of'the'coil 50 when the .pistonis 1n the aforesaid normahposition. ,A'compressed helical spring 55 which serves to urge the valve-piston 45 to its normal position is positioned around the extension member 48 between the spring stop 54 and the inner end of valve barrel 41. However, when the electrical coil50 is energized, the action of the magnetic field upon the soft iron core member 49 causes the core and therewith the extension member 48 and valve piston to travel to the advanced position against the force of the spring 55.

The electrically operated valves 31 and 31a are actuated from a remote steering station by' manually controlled actuating means which, as indicated in Figure 2, may be a double throw switch 56. Said switch is normally in the open position. I

The circuit connection of the apparatus as shown in Figure 2 is as follows: Electrical conductors 60 and 60a connect the electrical terminals 51 and 51a, respectively of the valves 31 and 31a to the outer terminals of the manually operated actuating means 56. An electrical conductor 61, wherein is interposed an electrical current source, i.e., a dry cell battery 62, and a main control switch 63, is commonly connected at one end with the electrical terminals-52 and 52a of thevalves 3'1 and 31a and at the other end-thereof to the central terminal of theactuating means-56.

My novel directional control device is seen to operate in the following manner. First, the main switch .63 is closed. When the watercraft -12 is advancing in the desired direction, with the throw lever of the actuating means 56 in open position, the valve pistons of the valves 31 and 31a are in'norrnal position. Thus the chambers of cylinders 17 and 17a are in communication with the atmosphere and the differential fluid-supply is prevented from'fiowing. Should it be desired to alter course, for example to port (left), the throw lever of actuating means 56 is manually thrown to the left, whereupon the electrical :circuit to the coil of electrically .operated valve Slais closed and the .coil energized. The 'piston'of valve 31a slides to the advanced .position,'fluid is withdrawn from cylinder 17aand pressure isexerted by the atmosphere upon piston 20a. Valve31remains unactuated as before. Therefore piston 20a recedes within cylinder 17a and therewith piston rod "21a, while the piston 20 advances. The force is transmitted from piston rod 21a to the outboard motor unit 10 through the rigidbar 23 and the motor ,unit is pivoted clockwise .(looking down) whereupon the course of'the watercraft 12 is alteredto port.

Pivoting continues, within the limits .ofthe allowed pivoting radius, as long as'thc throw .leverais-held inithe thrown position. The rate at which .the motoriunit ,is pivoted depends upon the pressuredifferential, the rate of fluid-flow and the size of the cylinders. 'When the desired degree of turn is :reached, the .throw :lever is released and it is returned to the centered position clockwise) and thereheld until -the-craft is proceedingon a steady course; If desired, ,means may', be lts f lto-iantomatically return-the motor'unit;;to .its centraltposition when the thro-wlever of switch 56 is released.

a ;As may be readily seen from the foregoing, -the steering station of the craft is movable at the willv'of the operator and the; position of;the-steeringstation is; limited 'only-byi the length of,the"electricalfconductors which may beicoiled and positioned out of the way as desired, However, if a fixedsteering station werejdesired, -my deviceis readily so adapted. In any event no ;moving co nnections between the steering stationand the motor: unit are 'being that for a given arrangement of cylinders and valves, etc., the steering assembly reacts, i.e., turns the motor unit, oppositely when a positive fluid-pressure is used instead of a negative fluid-pressure. The supply may originate from the motor unit, as in the above exarnple, from the engine of the motor unit, or from devices driven or powered by the engine or motor unit. An example of Where the engine itself can supply the differential fluid-pressure supply is the two cycle internal combustion engine often employed in outboard motor units. When such an engine is operating, the crankcase is alternately under a pressure and under a partial vacuum depending upon the engine stage or cycle at any particular instant. By tapping the crankcase and attaching a conduit thereto while utilizing appropriate valve arrangements in the line, either a partial vacuum or a positive pressure can be utilized. For example, by employing Valve arrangements such that the valve is closed when the crankcase is under a partial vacuum and open when under pressure, gaseous fluid under pressure can be taken from the crankcase without unduly adversely affecting engine efiiciencies. Backflow from the conduit into the crankcase is also prevented by the valve arrangements. Outboard motor units with two cycle internal combustion engines are presently commercially available which already have conduits attached to the crankcase cooperating with valve arrangements such that a positive pressurized fluid is available. Such a motor unit is shown in Figure 4. The motor unit 70 containing the engine 71 is separate from the fuel tank 72 which contains the engines fuel. A fuel line 73 connects the tank 72 with the carburetion system (not shown) of the engine 71. A conduit 74 is connected, through appropirate valve arrangements, at one end to the crankcase of the engine 71 and at the other end to the top of the fuel tank 72. Fuel from the tank is thus forced through the fuel line 73 to the aforesaid carburetion system by means of pressurized fluid which passes from the crankcase through conduit 74 to the tank '72. Examples of such motors are the 1955 model l0 and 25 horsepower motors presently marketed under the name of Johnson Sea Horse, and manufactured by Outboard, Marine & Manufacturing Co. of Milwaukee, Wisconsin. The pressure of the available supply in these units is from 4-6 pounds per square inch.

When an outboard motor unit of this type is employed, the fluid-pressure can be obtained for purposes hereof by connecting conduit 74a to the top of the tank which conduit carries pressurized fluid to the cylinders 17 and 17a from the tank 72. By this series of connections fluid-pressure in the space within the tank above the gasoline is utilized. A fluid-pressure reservoir is present in the tank having utility hereinafter discussed. Of

course, if desired, the conduit 74a can be connected to the crankcase directly.

It is to be noted that when pressurized fluid from the crankcase is utilized, such fluid contains fuel vapors. Hence, the sealing means in the valves and cylinders should not be such as to be deleteriously affected by these fuel vapors.

An instance where the differential fluid-pressure for use in the steering assemblies hereof is obtained from devices driven by the engine but still contained by the 6 motor unit is where a negative fluid pressure is taken from the suction side of the centrifugal pump disclosed in Winkelman US. 2,684,635.

Where the differential pressure of I the available fluid from the outboard motor unit is slight such that relatively large cylinders in the motor unit pivoting means are necessary to properly pivot the motor unit, a relatively large volume of fluid is necessary. In such case, or where the volume of available fluid delivered by the outboard motor unit is low, a reserve supply of differential pressure is desirable. An auxiliary fluid-pressure reservoir tank is then interposed in the fluid-pressure supply conduit such as the portion above the fuel in the tank 72 of the device shown in Figure 4. Actual utilization of the available differential fluid-pressure supply is necessary only when my device is actually pivoting the motor unit, this being only a fraction of the time the watercraft is in operation. Therefore, the differential pressure in the reservoir tank will be adequately maintained during the intervals when the device is inactive even should the available volume be inadequate to operate the motor unit pivoting means without the reservoir.

Outboard motor units are generally pivotally mounted not only on vertical axes to permit directional steering of the boat but are also pivotally mounted on a horizontal axis to permit tilting of the motor unit so as to remove the lower end thereof from the water. When a positive pressure-supply is employed and the cylinders are connected as illustrated in the drawings with the turning forces applied below the horizontal pivotal axis of the motor unit, an added feature of my novel device is that upon the closing of the electrical circuits to both valves by switch means (not shown), bothcy linders are simultaneously placed under pressure, both pistons and piston rods are advanced, and thus the motor unit is tilted on the horizontal axis. Since I generally desire to employ this feature only when the motor is no longer operating, such as when the craft is at a dock or beached in shallow water, an auxiliary fluid-pressure reservoir tank is necessary to provide the differential fluid-pressure supply to tilt the motor unit.

Several variations of the apparatus described may be,

visualized for accomplishing the objects of my invention. For instance, I may choose to reverse the connections of the valves such that both cylinders are normally simultaneously under differential pressure whereby the motor unit is pivoted by releasing the pressure in one cylinder upon actuation of the respective valve. After the motor unit is positioned at a desired angle (so as to direct the craft in the desired straight or turning course), it will be retained in that position by the differential pressure exentedequally on both cylinders until it is again desired to change course. Thus it is not necessary to rely on the friction in the pivotal mounting to retain the motor unit in the desired position.

I am able to place my oppositely acting pivoting means in other positions than above described. For instance, they may be in a directly opposed position on the inside of the boat with the piston rods being connected to a different position on the motor unit. Or the cylinders may be turned end-for-endsuch that the external end of the piston rods remains stationary with respect to the boat while the cylinder moves. In every case, however, the connection of the mechanical means to the motor unit must be at a position eccentric with respect to the vertical pivotal mounting of the unit, i.e., out of line therewith.

One double-acting cylinder may be employed in lieu of a pair of single-acting cylinders. In this instance, the mechanical motor unit pivoting means is still termed oppositely acting since the piston moves reciprocally (oppositely) back and forth in response to fluid-pressure differentials inthe cylinder chambers.

Instead of positioning the valves near the motor unit as shown in Figure 2, wherein the steering station is connected thereto by means of electrical conduits, I may consolidate the valves and the manually controlled means for selectively aetuatin g the valves into a single unit. Long flexible fluid conduits are then employed for connecting the control unit with .the pivotingassembly and differential pressure supply. For such an assembly I find it expedient to operably link the actuating means and the valves by mechanical rather thanby electrically operated connections. Figure is illustrative of a mechanically actuated valve system and shows one of the two identically disposed valves and actuating means therefor. The valves are constructed essentially as described hereinabove and are comprised of a barrel 541, a valve piston 45 slidably positioned therein and an extension member 48 extendingifrom the inner end of the piston. However, in this instance the valve is constructed so as .to permit the speed at which the motor unit .is pivoted (and thus the speed at which the craft changes course) to be varied according to the extent to which the actuating button 90 is depressed. i i

A spring stop 80 is rigidly aflixed to the extension member 48 at a position such that it bearsiaga'inst the inner end of valve barrel '41 when :the pisto i 'is' in the normal position with the piston bore communicating with the diametrically positioned barrel outlets. .Here, these outlets are the outlet and exhaust ports v:81 and82, respectively, the former being connected with .one' of the pivoting cylinders through flexible fluid conduit .32. The intake port 89, which is normally. closed, is connected with the diflerential fluid-pressure supplvby means or flexible conduit 30. A compressed helical spring 83 positioned around extension member 48 bears against the spring stop 80 at. one end thereof and the valve housing-84 at the other so as to urge the valve piston45 tolthe normal position. The free end of valve extension .48'extends through the end of valve housing 84.' I

a The .valve piston is cooperatively'connected with actuatingbutton 90 through a lever arml85 supported by pivot post 86, the actuating button extending through the upper panel of the case v87 which houses .the entire assembly. .The lever 85 is pivotally attached to thefextension of the actuating button 90 at one end and the'valve.-extension member 48 at the other.

As the button is depressed and the valvetpiston travels upwardly against the force of spring .83, thelextended lower end of the piston permits the opening betwee'n the .outlet port 81 and exhaust port 82 to be closed completely before the outlet port communicates with intake port 89.

.For anjinstant all the ports are closed. Therateat which fluid is permitted to flow between outletlport- I81 and intake port '89, and thus the rate at which turningforces are exerted upon the motor unit pivoting means,isfcontrolled by the size of the'opening thercbetweenl The size of the opening is in turn controlledby theextent .to which the actuating button 90 is further depressed. When the size of the opening has reachefda maximum,the-v alve is fully actuated and spring stop 80 bears againstafseco'nd stop member 88 :positioned on the valve housing- 84. Further depression. of the button is prevented.

, It is tobe noted that the pivot post 86 is connected to the lever arm 85 at a distance of approximately one-third the length of the latter from the actuating button90tasto be-u'sed. Nor is the actuating means restricted to throw lever switches, and push buttons, for levers of other types, wheels and other equally suitable manuallycontrolled devices may be employed to actuate the .valve means. However, it is to be noted that whatever type of assembly is utilized, the manually applied force necessary to selectively control the flow of fluid to thepivotingmeans is only a fraction of the force required to pivot the'motor unit. 7

Having thus described my invention, it is intended that 'my invention be not limited thereby, but rather only by the scope of the appended claims.

What I claim is:

l. In,a steering and driving assembly for use in connection with a small watercraft, thecombination com: prising: a bracket adapted to be secured to a watercraft including a support member; an outboard motor unit pivotally retained by said bracket on a pivot for ste'ering, said unit providing a diiierential fluid-pressure supply; differential fluid-pressure operable motor means positioned between andconnected to said support member and said unit for applying reversible turning forces to the latter; conduits connecting said motor means with said supply; and manually controlled actuating means for controlling the operation of said motor means.

2. In a steering anddriving assembly for use in connection with a small watercraft, the combination comprising: a bracket adapted to be secured to awat Ic-raft including a vsupport member; an outboard rnotor unit 'pivotally retained by said bracket on a pivot for steering, said unit providing a difltere'ntial fluid-pressure supply; diflerential fluid-pressure operable motor means ineluding a' cylinder and piston-piston rod assembly for means with said supply; and manually controlled actuating means for controlling the operation of said motor means. 7

3. In a steering and driving assembly for use in connection with a small watercraft, the combination comprising: a bracket .adapted to be secured to a watercraft including support means; an outboard motor unit pivotally retained by said bracket on a pivot for steering, said decrease the distance through which the button need he depressed in order to fully actuate thevalve. To minimize the force necessary to actuate the valve, aspring v83; which exerts just suflicient' force to return the valve,

and thus which is easily overcome, is selectedl Although the descriptions above show'the valve accombinations andmodificationsmav beem'ployed. For 7 example, the multiple valves here'femployed may bereplaced by .a combination 'of. appropriately positioned isimple lvfalv'es. Or a simple .closed hydraulic v'alvefactuating system or other suitable actuating means may unit providing a differential fluid-pressure supply; a first cylinder and piston-piston rod assembly, the cylinder and piston rod being connected one pivotally to said support means and the other pivotally to said unit withthe points ,of connection being out' ofline with said pivot on one side thereof; a second cylinder and piston-piston rod assembly, the cylinder and piston rod being con: nected one pivotally to said support means and the other pivotally to said unit with the pointsof .connection being out of line with said .pivot on the opposite side thereof from said first-mentioned points of connection; conduit s connecting each cylinder with said supply; valves for controlling the flow of fluid to each of the cylinders; and manual switch means for selectively operating the valves.

4. The assembly of claim 3 wherein the valves'are electrically operated.

.5. The assembly of claim 3 wherein .thevalves are mechanically operated. K

6. In a steering and driving assembly foruse inconnection with a small'watercraft, the comhinationcorn prising: a bracket adapted to be secured to awatercraft including .a support'member; an outboard mptor unit pivotally retained by said bracket on ,a pivot for steering, said unit providing a differential fiuid pressure sup.- ply;.diffe rential fluid-pressureoperable motor means positioned between and'connected tos'aid support'rnember and said 'unitfor applying reversible turning orces to i the latter; conduits gconnecting said motorfrnfeans with said supply; a differential fluid pressure reservoir interposed in the conduits between said supply and said motor means; and manually controlled actuating means for controlling the operation of said motor means.

7. In a steering and driving assembly for use in connection with a small watercraft, the combination comprising: a bracket adapted to be secured to a Watercraft including a support member; an outboard motor unit pivotally retained by said bracket on a first pivot for steering and on a second normally horizontal pivot for tilting, said unit providing a differential fluid-pressure supply; differential fluid-pressure operable motor means disposed below said horizontal pivot and positioned between and connected to said support member and said unit for applying tilting and reversible turning forces to the latter; conduits connecting said motor means with said supply; a differential fluid-pressure reservoir interposed in the conduits between said supply and said motor means; and manually controlled actuating means for controlling the operation of said motor means.

8. In a steering and driving assembly for use in connection with a small watercraft, the combination comprising: a bracket adapted to be secured to a watercraft including support means; an outboard motor unit pivotally retained by said bracket on a first pivot for steering and on a second normally horizontal pivot for tilting, said unit providing a differential fluid-pressure supply; a first cylinder and piston-piston rod assembly disposed below said horizontal pivot, the cylinder and piston rod being connected one pivotally to said support means and the other pivotally to said unit with the points of connection being out of line with said first pivot on one side thereof; a second cylinder and piston-piston rod assembly disposed below said horizontal pivot, the cylinder and piston rod being connected one pivotally to said support means and the other pivotally to said unit with the points of connection being out of line with said first pivot on the opposite side thereof from said first-mentioned points of connection; conduits connecting each cylinder with said supply; valves for controlling the flow of fluid to each of the cylinders; a differential fluid-pressure reservoir interposed in the conduit means between said unit and said valves; and manual switch means for selectively operating the valves.

9. In a steering assembly for use in connection with a small watercraft driven byan outboard motor unit pendently mounted thereto on a normally horizontal pivot for tilting and on a normally vertical pivot for directional variation, said unit providing a. differential fluid-pressure supply, the combination comprising: a first cylinder and piston adapted for operative connection on one side of said unit below said horizontal pivot at one end to said motor unit and at the other end to said watercraft in a position eccentric with respect to said vertical pivot for exerting an unrestricted turning force on said unit over wide turning arcs, a second cylinder and piston adapted for operative connection on the other side of said unit below said horizontal pivot at one end to said motor unit and at the other end to said watercraft in a position eccentric with respect to said pivot for exerting an unrestricted opposite turning force on said unit over wide turning arcs, said cylinders and pistons so disposed being further capable of tilting said unit by collectively exerting tilting forces thereon, conduit means for connecting said cylinders with said supply, valve means controlling the flow of fluid to each cylinder, and manually controlled actuating means for selectively operating said valve means.

10. In a steering assembly for use in connection with a small watercraft driven by an outboard motor unit pendently mounted thereto on a normally horizontal pivot for tilting and on a normally vertical pivot for directional variation, said unit providing a differential fluid-pressure supply, the combination comprising: a first cylinder and piston adapted for operative connection on one side of said unit below said horizontal pivot at one end to said motor unit and at the other end to said watercraft in a position eccentric with respect to said vertical pivot for exerting an unrestricted turning force on said unit over wide turning arcs, a second cylinder and piston adapted for operative connection on the other side of said unit below said horizontal pivot at one end to said motor unit and at the other end to said watercraft in a position eccentric with respect to said pivot for exerting an unrestricted opposite turning force on said unit over wide turning arcs, said cylinders and pistons so disposed being further capable of tilting said unit by collectively exerting tilting forces thereon, conduit means for connecting said cylinders with said supply, valve means interposed in said conduit means controlling the flow of fluid to each cylinder, a differential fluid-pressure reservoir interposed in the conduit means between said unit and said valve means, and manually controlled actuating means for selectively operating said valve means.

References Cited in the file of this patent UNITED STATES PATENTS 107,326 Ballard Sept. 13, 1870 437,523 Small Sept. 30, 1890 2,498,223 Rommel Feb. 21, 1950 2,499,471 Dunning Mar. 7, 1950 2,627,242 Kickhaeffer Feb. 3, 1953 2,629,356 Whiting Feb. 24, 1953 2,638,863 Kiebler et al. May 19, 1953 2,684,635 Winkelman et al July 27, 1954 2,700,358 Johnson Ian. 25, 1955 2,787,235 Schroeder Apr. 2, 1957 

